Emissions Certification Procedures

Transcription

1 U A Guide to the Emissions Certification Procedures for Alternative Fuel Aftermarket Conversions DEPARTM NT E OF ENERG Y N IT ED STAT E S OF A A MERIC

2 U i A Guide to the Emissions Certification Procedures for Alternative Fuel Aftermarket Conversions January 1998 DEPARTM E NT OF ENERG Y N IT ED STAT E S OF A A MERIC U.S. Department of Energy (DOE) Prepared by the National Renewable Energy Laboratory, a U.S. DOE national laboratory

3 ii Emission Certification Procedures Preface In February 1997, the U.S. Environmental Protection Agency (EPA) hosted a public meeting in Washington, DC, to discuss its concerns about the ability of aftermarket vehicle conversions to satisfy federal emissions standards. Those concerns had been heightened by the recent publication of data indicating that vehicles may exhibit increases in one or more regulated pollutants after their fuel systems are converted from a conventional fuel to an alternative fuel. As a direct result of the meeting, the U.S. Department of Energy (DOE) offered to fund the development of a simple and straightforward reference guide designed to explain the processes of emissions certification for aftermarket conversions. DOE s offer was extended to satisfy stakeholders requests for more succinct explanations of the certification requirements of various regulatory agencies. DOE's National Renewable Energy Laboratory (NREL) was assigned the task of collecting the information and publishing the guide. Since the meeting in February, the EPA has made two important announcements that relate to the certification of aftermarket vehicle conversions. The first occurred on September 4, 1997, when the EPA issued an addendum to Mobile Source Enforcement Memorandum 1A. This document provides clarifications and revisions of the agency s tampering enforcement policy for alternative fuel aftermarket conversions. The second came on October 31, 1997 (just before this guide was published) in which EPA proposed changes to the certification procedures designed to ease the burden of certification for vehicle manufacturers who qualify for the Clean-Fuel Vehicle Program. Details from both announcements are covered in this guide. The guide contains extensive information provided by the EPA, the California Air Resources Board (CARB), and the Colorado Department of Public Health and Environment, as well as numerous fleet managers, cooperative industry organizations, and equipment manufacturers, installers, and distributors. NREL and DOE gratefully acknowledge the contributions of each project participant.

6 1 Technician performing a quality assurance inspection of an aftermarket conversion installation Introduction Photo Courtesy of Natural Fuels Corporation/PIX Emissions certification is still relatively new to the aftermarket vehicle conversion industry. Many in the industry think that as soon as a vehicle is converted to operate on compressed natural gas (CNG) or liquefied petroleum gas (LPG), it automatically runs as clean as or cleaner than it did on the conventional fuel. However, recent studies have shown that aftermarket conversions may not always reduce emissions. To achieve emissions benefits, the conversion equipment must be designed and calibrated specifically for the engine and emissions control system on which it has been installed, and the installation and setup must be performed so as to not adversely affect the vehicle s original emissions performance. The reason for certification, then, is to ensure that these criteria are met, that the vehicle continues to perform properly, and that it continues to satisfy all appropriate emissions standards throughout its useful life. How to Use This Guide We have prepared this guide to help equipment manufacturers, distributors, and installers understand the emissions certification process for aftermarket conversions. First and foremost, the guide gives an overview of the certification requirements established by the U.S. Environmental Protection Agency (EPA) and the state of California. It includes information about the regulations that apply to certification, identifies key steps in the certification process, provides contacts and reference sources for additional information, and includes summaries of emissions standards. The material presented here relates to dedicated and dual-fuel conversion types designed to operate on CNG, liquefied natural gas (LNG), or LPG fuels. It applies to light-duty vehicles and trucks, mediumand heavy-duty vehicles (California only), and heavy-duty engines. The test procedures and regulations for certifying LNG are identical to those for CNG. Therefore, to minimize repetition of the terms CNG and LNG, we use CNG only, although either term or both terms could be used.

7 Introduction 2 Emission Certification Procedures Some Words about Terminology Appendix A is an extensive glossary of terms. However, a few terms require early clarification. 1. Aftermarket conversion a vehicle or engine originally designed and certified to operate on gasoline or diesel that has been modified to run on an alternative fuel. Retrofit kit or system, aftermarket conversion, and conversion all have the same meaning, but for the sake of consistency, we use aftermarket conversion throughout this guide. 2. Dual-fuel we use the term dual-fuel to refer to vehicles or engines that have two separate fuel systems and are designed to run on either an alternative fuel or conventional gasoline, but using only one fuel at a time. This is consistent with the usage of the term in EPA and California regulations. 3. Manufacturer in the context of this guide, manufacturer refers to any company that produces, assembles, or packages aftermarket vehicle conversion kits. 4. Emissions standards, procedures, and regulations the regulations governing aftermarket conversions also include references to emissions standards and acceptable testing and implementation procedures. Procedures are the methods that a manufacturer uses to test vehicles, systems, or components. A standard is a regulated emissions level. Examples of emissions standards are tier 1, transitional low-emission vehicle (TLEV), and low-emission vehicle (LEV). The sidebar on page 17 provides more information about these standards. 5. Vehicle and engine We use the terms vehicle and engine frequently in the guide. In some parts of the certification process, different regulations or procedures apply depending on whether you are certifying a vehicle or an engine. In others, the regulations and procedures are identical for engines and vehicles. When there are no differences, we use the term vehicle frequently in this guide to imply all vehicles and engines. This helps to avoid repeating vehicle and/or engine throughout. Unless otherwise specified, the term engine is used to refer to heavy-duty engines. Other specific terms used in the guide and the regulations include light-duty vehicle, light-duty truck, medium-duty vehicle, and heavy-duty vehicle. These terms are defined in the glossary. Because EPA and California certification processes differ, we have devoted a separate section of the guide to each. In each section, we have attempted to lead you through all the major steps in the emissions certification process. First, we provide contact information for each agency. Then, we present an overview of the governing regulations, with specific references to the necessary documentation. We explain the certification process (with a flow chart for visual reference), provide examples, and define important terms. Emissions standards and test procedures are outlined and accompanied by references to the appropriate sections of the regulations. Finally, we describe other responsibilities and requirements (such as information labels, warranty requirements, and record keeping) needed to obtain an emissions certification. The two sections in the back of the guide provide answers to Frequently Asked Questions and detailed reference material in the form of appendices. The appendices include a glossary of terms, sample schematic diagrams, informative World Wide Web sites, emissions standards, fuel specifications, additional flow charts, and an index of related documents. The guide is not meant to replace the use of EPA and California regulations; it is designed to give an overview and to serve as a reference. The official regulations are the cornerstone for emissions certification they explain the detailed test procedures and the emissions standards. Any discrepancy between this guide and the regulations is unintentional. Because both EPA and California regulations are constantly being updated, consult with the EPA and the California Air Resources Board (CARB) to ensure that you have current information. If you re interested in certifying vehicles, always refer to the actual regulations governing the vehicles or engines you wish to convert.

8 Emission Certification Procedures 3 Introduction What Is an Aftermarket Conversion? An aftermarket conversion is a vehicle that was originally designed, produced, and certified by an original equipment manufacturer (OEM) to operate on a particular fuel and has been altered to allow it to operate on a different fuel. Typically, an aftermarket conversion involves modifying a gasoline- or diesel-fueled vehicle to run on CNG or LPG. After conversion, the vehicle may be dedicated to an alternative fuel, meaning that it can operate solely on the new fuel, or it can be dual-fuel, meaning that it can run either on the conventional fuel or the alternative fuel, but not on both simultaneously. In the context of this guide, dual-fuel vehicles produced under the qualified vehicle modifier programs of various OEMs are not considered to be aftermarket conversions. Aftermarket conversion of vehicles involves removing, altering, or replacing various fuel system components. The conversion equipment is frequently called a conversion kit. Many companies produce conversion kits, and each kit has its own unique characteristics. Schematics of two such kits, which are commercially available today, are contained in Appendix B. A Historical Perspective Emissions control regulations date back to the early and mid-1960s. California required its first emissions control systems on 1966 vehicles. In 1967, CARB was established to ensure the protection of air quality, including motor vehicle emissions. In 1970, the federal Clean Air Act (CAA) was adopted and the EPA was created. The CAA gave the EPA broad responsibilities for regulating motor vehicle pollution. Emissions standards for crankcase, exhaust, and evaporative emissions from light-duty vehicles, as well as standards for exhaust emissions from heavy-duty gasoline- and diesel-fueled engines, became effective during that same year. In 1974, the EPA issued an important policy statement known as Memorandum 1A ( Interim Tampering Enforcement Policy, see page 7), which outlined steps that aftermarket conversion companies could take to ensure that installing their kits and equipment did not violate the CAA s anti-tampering provisions. One such method was to obtain a representation from a state environmental control agency that the converted vehicle s emissions performance had not been compromised. For instance, through its Regulation No. 14 ( The Control of Emissions from Alternative Fueled Motor Vehicles ), the Colorado Department of Health and Environment provided a process for obtaining a Letter of Certification for vehicles converted in Colorado. California has had the longest-running certification program for aftermarket conversions, establishing its first regulations in Since then, California has updated its certification procedures for aftermarket conversions a number of times. In 1994, the EPA established the first national emissions standards and regulations for vehicles and engines powered by CNG and LPG (see 59 Federal Register [FR] 48472). These standards and regulations apply to aftermarket conversions and vehicles produced by OEMs. The certification process outlined in the EPA s rule-making was optional prior to the 1997 vehicle model year, but it is required for 1997 and successive model years. Prior to 1994, no federal emissions standards or test procedures existed for CNG and LPG vehicles. On September 4, 1997, the EPA revised and updated the tampering enforcement policy with an addendum to Mobile Source Enforcement Memorandum 1A ( Tampering Enforcement Policy for Alternative Fuel Aftermarket Conversions ). As outlined in the addendum, the EPA no longer accepts Colorado

9 Introduction 4 Emission Certification Procedures Regulation No. 14 or the California certification procedure for 1993 and earlier model year vehicles as an adequate demonstration that a vehicle or engine modified with an aftermarket conversion system complies with the applicable emission standards for its useful life. The addendum outlines three alternatives for providing a reasonable basis that an aftermarket conversion does not adversely affect emissions performance. The EPA section of this guide presents additional information on the addendum. Authority for Emissions Certification Section 209 of the CAA provides that no state or political subdivision thereof shall adopt or attempt to enforce any standard relating to the control of emissions from new motor vehicles or new motor vehicle engines subject to this part. However, this requirement is waived for states that adopted emissions control standards prior to March 30, Based on this waiver, the state of California may adopt and enforce its own emissions standards. In all cases, manufacturers of new motor vehicles and engines must receive certification from the EPA before the vehicles can be introduced into commerce. For California-only vehicles, the manufacturer first obtains certification from CARB, then submits this to the EPA for certification. The EPA will then issue a California-only certificate. For all other new vehicles, manufacturers must first obtain a certificate from the EPA. This also applies to aftermarket conversions, except for vehicles converted according to the steps outlined in the addendum to Mobile Source Enforcement Memorandum 1A. Currently, manufacturers may obtain emissions certification for aftermarket conversions from the EPA and the state of California. For more information on this subject, see the sections of this guide on EPA and California certification, along with the section entitled Frequently Asked Questions.

10 Emission Certification Procedures 5 Certification by the U.S. Environmental Protection Agency General Information The EPA is responsible for federal emissions certification of motor vehicles and motor vehicle engines in the United States. As we noted in the introduction, California may also grant emissions certification to vehicles and engines for use in California. Regulations The U.S. regulations regarding air quality are contained within Title 40 ( Protection of Environment ) of the Code of Federal Regulations (CFR). Title 40 comprises 18 volumes, and each volume is separated into parts for ease of reference. Title 40 is updated each July with any new regulations enacted during the previous 12 months, including changes and additions as recorded in the Federal Register (FR). The regulations governing emissions certification and test procedures are contained within Part 86 ( Control of Air Pollution from New and In-Use Motor Vehicles and New and In-Use Motor Vehicle Engines: Certification and Test Procedures ), and the final rules for Part 86 as listed in the FR. This material applies to OEM vehicles, to OEM heavy-duty engines, and to aftermarket conversions. Who to Contact EPA Light-Duty Vehicles and Trucks Environmental Protection Agency Office of Mobile Sources Vehicle Programs and Compliance Division Vehicle Programs Group 2565 Plymouth Road Ann Arbor, MI EPA Alternative Fuels Hotline Telephone: (734) Fax: (734) **New Hotline numbers as of May 1998 Telephone: (734) Fax: (734) EPA Heavy-Duty Engines Environmental Protection Agency Office of Mobile Sources Engine Compliance Programs Group Mailing Address: 401 M St. S.W. (6403J) Washington, DC Visiting Location and Courier Shipments: 501 3rd St. N.W. Washington, DC Telephone: (202) Fax: (202)

11 EPA 6 Emission Certification Procedures Table 1 The Parts of Title 40 of the Code of Federal Regulations (CFR) That Affect Certification of Aftermarket Conversions Part Name 85 Control of Air Pollution from Motor Vehicles and Motor Vehicle Engines 86 Control of Air Pollution from New and In-Use Motor Vehicles and New and In-Use Motor Vehicle Engines: Certification and Test Procedures 88 Clean-Fuel Vehicles 600 Fuel Economy of Motor Vehicles The FR is an important reference source. It is the official publication for Notices, Rules, and Proposed Rules from federal agencies and organizations. As part of the regulation and rule-making process, the FR contains a preamble for the regulations. This preamble provides manufacturers with information that addresses many frequently asked questions about the regulations. Table 1 lists the other parts of Title 40 that are key to the certification process. For example, Part 85 (or 40 CFR Part 85, as it is more technically known) contains the provisions under which parties are exempt from the tampering prohibition contained in Section 203 of the CAA (see the sidebar on page 7). Also, Part 88 contains the regulations that govern the Clean-Fuel Vehicle (CFV) and the Clean- Fuel Fleet (CFF) Program requirements. Because the EPA updates its requirements from time to time, information presented here about the location of certain rules and regulations is also subject to change. To obtain the most up-to-date information, check with the EPA. On October 31, 1997, just before this guide was printed, the EPA issued a draft of a number of proposed changes to 40 CFR Part 86. The changes ease the burden of certification for manufacturers of CFVs. The title of the proposed rule is Expanded Engine Family Definition, Fee Exemption, and Revised Definition for Dedicated Fuel System for Vehicles and Engines Meeting Low-Emission Vehicle (LEV), Inherently Low-Emission Vehicle (ILEV), Ultra-Low Emission Vehicle, or Zero Emission Vehicle Exhaust Emission Standards. It is available from the EPA Office of Mobile Sources Clean Fuel Fleets World Wide Web site, listed in Appendix C. In this document, the EPA has proposed revisions to the definition of dedicated fuel systems, adopted provisions to allow manufacturers of CFVs to group certain engine families into engine family classes, and provided for an exemption from certification fees for vehicles meeting CFV emissions standards. The revised definition of a dedicated vehicle includes vehicles capable of operating on a second (conventional) fuel for a maximum of one hour in any three-hour period, or with a total conventional fuel capacity that allows for an operational range of 50 miles. The proposed rule allows engine families to be grouped under engine family classes as defined in the document. The proposed fee ex-emption would be available for vehicles that certify to the EPA s LEV, ultra low-emission vehicle (ULEV), inherently low-emission vehicle (ILEV), or zero-emission vehicle (ZEV) emissions standards.

12 Emission Certification Procedures 7 EPA Memorandum 1A and Addendum to Memorandum 1A As noted in the introduction, in 1974 the EPA clarified the tampering prohibition contained in Section 203 of the CAA. Memorandum 1A, or Memo 1A as it is commonly known, states, in part, that using an aftermarket part, alteration, or add-on part will not constitute tampering if the manufacturer has a reasonable basis to believe that such alterations will not adversely affect emissions performance. Through Memo 1A, the EPA outlined steps for aftermarket conversion companies to follow to arrive at this reasonable basis. The two main methods were: (1) perform emissions testing after installation, following all federal procedures to ensure that emissions were within the standards for the model year in question over the useful life of the vehicle; or (2) have a federal, state, or local environmental control agency accept that the converted vehicle s emissions performance has not been compromised. This latter provision was limited to the geographic area over which the state or local government had jurisdiction. In an important update on September 4, 1997, the EPA released an addendum to Memo 1A, which clarifies the tampering enforcement policy and revises the terms for establishing the reasonable basis. The revised policy states EPA will no longer accept a representation based on the pre-1994 California Procedures for alternative fuel conversion systems or on the procedures under Colorado Regulation No. 14. Three options are listed for establishing a reasonable basis: 1) A federal Certificate of Conformity under 40 CFR Part 86 or 40 CFR Part 88 2) A retrofit system certification (Executive Order) from CARB under the California Certification and Installation Procedures for Alternative Fuel Retrofit Systems for Motor Vehicles Certified for 1994 and Subsequent Anti-Tampering Provision of the Clean Air Act (Section 203 (a) (3)) The following acts and the causing thereof are prohibited... (3) for any person to remove or render inoperative any device or element of design installed on or in a motor vehicle or motor vehicle engine in compliance with regulations under this title prior to its sale and delivery to the ultimate purchaser, or for any person knowingly to remove or render inoperative any such device or element of design after such sale and delivery to the ultimate purchaser. Model Years and for All Model Year Motor Vehicle Retrofit Systems Certified for Emission Reduction Credit for a conversion system installed and tested under the above procedures on a vehicle or engine from a 50-state engine family for use nationwide, or for a conversion system installed and tested under the above procedures on a vehicle or engine from a California engine family for use in California only 3) Until December 31, 1998, the use of an alternative fuel conversion system designed, tested, and installed on a single engine family, or multiple engine families (providing certain conditions are met) if testing is complete by March 31, The addendum details the conditions required by Option 3. In general terms, Option 3 allows, for a limited time, manufacturers to establish a reasonable basis by performing specific emissions testing and demonstrating that the test vehicle or engine conforms with emissions standards after conversion. Copies of the EPA policy are available from the EPA s Mobile Source Enforcement Branch at or on the EPA Office of Mobile Sources Web site. Refer to Appendix C (Informative Web Sites) and Appendix J (Contacts) in this guide for addresses.

13 EPA 8 Emission Certification Procedures An Example of Determining the Duration of a Certificate of Conformity In the following example, the term model year refers to the model year of the certified aftermarket conversion, not the vehicle s original model year. EPA Certificates of Conformity are good for one model year, which must always include January 1 of the calendar year for which it is designated and may not include January 1 of any other calendar year. The maximum duration of a model year is one calendar year plus 364 days. The certificate has an effective date on which conversions may begin, and they must stop no later than December 31 of the model year. If your company were issued a 1998 model year certificate with an effective date of September 26, 1997, you could start conversions on the effective date and convert vehicles through to December 31, To take advantage of the maximum period for converting vehicles, your company would try to have the certificate issued with an effective date of January 2 of the year prior to the model year. For example, a 1998 model year certificate could be issued with an effective date of January 2, 1997, so that conversions could be done from January 2, 1997 through to December 31 of 1998 (one calendar year plus 364 days). What Does Certification Apply To? The EPA certification procedures give manufacturers a method to follow for certifying light-duty vehicles and trucks, as well as heavy-duty engines, to operate on CNG or LPG, either in dedicated or dualfuel modes. Manufacturers that successfully complete the process receive a Certificate of Conformity from the EPA. With this certificate, manufacturers may convert the engine family or vehicle referenced in the certificate. Further, they become exempt from the tampering provisions under the CAA for the duration specified, as long as the vehicles are converted in the exact manner in which they were certified. Each Certificate of Conformity applies to a specific engine family (see sidebar on page 9). The manufacturer or installer may only convert vehicles in the engine family named on the certificate. The certificate is valid for a single model year, and it lists the period during which vehicles from the specified engine family may be converted. The sidebar on this page contains an example of how these dates are established and applied. There are three basic federal emissions certifications: (1) the so-called 49-state certification, under which vehicles can be certified for operations in all states except California; (2) 50-state certification, under which vehicles can be certified for operations throughout the country (vehicles issued a 50-state certification and scheduled to be operated in California must also be certified by CARB); and (3) California-only certification, under which vehicles can be certified for operation in California only. California-only vehicles must first go through the CARB certification. This provision applies to OEM vehicles and to aftermarket conversions.

14 Emission Certification Procedures 9 EPA Engine Family Names Explained For the purposes of emissions certification, and for ease in identification, the EPA classifies vehicles and engines with a standardized 12-character code known as an engine family name. Engines are grouped into families based on criteria provided in 40 CFR Part 86 (see ), and the EPA s Advisory Circular No. 20-B, dated June 27, 1974 ( Determination of Engine Families and Classification of Emission Control Systems ). Changes in the format are scheduled to take effect for the 1998 model year. Although briefly outlined below, more information on the changes is available on the EPA s Office of Mobile Sources World Wide Web site (see Appendix C, Informative Web Sites, for EPA Standardized Engine and Evaporative Family Names) and Earlier Model Years The engine family name contains a wealth of information about a given vehicle or engine, including: The vehicle or engine model year Manufacturer Engine displacement Vehicle or engine class (for example, light-duty vehicle or heavy-duty engine) Fuel system (such as valves per cylinder, carburetor, or fuel injection) Combustion cycle (such as Otto or diesel) and fuel Applicable emissions standards Exhaust gas aftertreatment device (for example, a catalyst or a particulate trap) Whether on-board diagnostics (OBD) regulations apply. VFM4.628GKEK is an example of a 1997 engine family code for a 1997 (V); Ford Motor Company (FM); 4.6 liter engine (4.6); in a light light-duty truck with a loaded vehicle weight between 3,751 and 5,750 pounds (2); equipped with electronic multi-point fuel injection and two valves per cylinder (8). It is an Otto-Cycle piston gasoline engine (G); certified to tier 1 emissions standards (K); with a three-way catalyst (E); and complies with federal OBD or California OBD II requirements (K). Beginning with the 1998 Model Year... The engine family name format has changed, although it still contains 12 characters. The first character is the model year, the second through fourth are the code for the manufacturer, the fifth is the family type (for example, light-duty vehicle, light-duty truck, heavy-duty engine), the sixth through ninth are displacement in liters, and the tenth through twelfth are reserved for the manufacturer s own use. WG9XT05.46BF is an example of a 1998 engine family code the W signifies 1998 model year; the G9X signifies GFI Control Systems, Inc.; the T signifies light-duty truck family; the 05.4 signifies 5.4 liters; and the 6BF is a code defined by the manufacturer. Much of the information contained in the 1997 and earlier engine family names for light-duty vehicles and trucks is now included in the vehicle emission configuration bar code label (or format), which is part of the emissions control information label.

15 EPA 10 Emission Certification Procedures Small Volume Manufacturer Status and Its Benefits A small volume manufacturer is defined as a company that will sell or convert fewer than 10,000 vehicles or engines during the model year in question. The company must apply to the EPA for this status. If the company qualifies under the specific terms that the EPA outlines, options for developing DFs may prove beneficial (see the discussion beginning on page 20 for more information about DFs). A small volume manufacturer may qualify for a partial waiver of the certification fees, and may also qualify for a delay in the initial years of the phase-in schedules for certain emissions regulations. Refer to 40 CFR Part (e) for the criteria used to qualify companies as small volume manufacturers and to 40 CFR Part for the 1998 model year certification procedures applicable to small volume manufacturers. Overview of the Certification Process Figure 1 illustrates the steps necessary for obtaining EPA certification. The process outlined here applies to small volume manufacturers of aftermarket conversions (the sidebar on this page explains small volume manufacturer status). The process includes applying to EPA for small volume manufacturer status, paying fees, conducting durability and emissions testing, comparing the test results with applicable emissions standards, applying for certification, and obtaining the Certificate of Conformity. The EPA furnishes an information package to companies interested in certification using the small volume manufacturer rules. The information package contains reference materials about the certification process, the criteria companies must use to qualify as small volume manufacturers, instructions on applying for small volume manufacturer status, and other details such as the application fees. After receiving the EPA information package, each company must decide whether it is interested, and determine whether it qualifies for small volume manufacturer status. If the answer to both questions is yes, the next step is to send a written request for the status to the EPA. The written request must include responses to the list of questions contained in the information package. If the request is granted, the EPA will issue a manufacturer s identification code. Next, the company must submit the application fees (see the section on page 13 entitled Fees, along with Table 2 on page 12). The company must then determine the process it wants to use to establish deterioration factors (DFs). DFs are used to predict the increase in vehicle emissions associated with increased mileage accumulation (see the example contained in the discussion and sidebar on page 20). After establishing the process for determining DFs, emissions testing can begin (see 40 CFR Part (c)). For lightduty vehicles and trucks, the EPA may decide to undertake additional testing of its own to verify emissions results. The manufacturer may be required to provide a prepared vehicle to the EPA for this testing. More information about emissions testing is provided in the section of this guide beginning on page 18. Once all the test results are gathered, the company submits an application for certification to the EPA for its review. Submitting an Application Submitting an application is really the final step in the process of obtaining emissions certification of a vehicle from the EPA. The application represents the culmination of considerable information gathering, and formally presents that information in such a way as to facilitate the EPA s review and acceptance. To shorten the review process and to guarantee the speediest response time, the EPA suggests submitting the application in the format outlined in its information package. Following the EPA s directions and providing the exact information requested will result in the quickest turnaround.

17 EPA 12 Table 2 EPA Certification Fees Emission Certification Procedures Vehicle or Engine Type Certification Type Fee Per Certification Light-Duty Vehicle Federal $23,731 or Truck California Only $9,127 Heavy-Duty Vehicle Federal $12,584 or Engine California Only $2,145 For light-duty vehicles and trucks, the information that must be submitted with the application package includes: Pertinent company information, along with the name of the contact person A brief description of the vehicles to be certified, including: - Engine family name and vehicle models - List of parts to be added, removed, and modified - Conversion equipment description - Engine details - Emissions control system details - Engine calibration information - Durability information All emissions test results, and information about the facility that performed the tests Emissions standards with which the vehicle complies Appropriate signatures ensuring that the regulations have been met Examples of the emissions control labels, as well as examples of the ILEV decals if the certification is to meet ILEV standards (see the discussion on page 23 of this guide) Maintenance instructions Emissions warranty statements (see the discussion on page 24 of this guide) Statement of compliance. To certify vehicles to the CFF Program (see 40 CFR Part 88), the application must also include the name of the installer(s) who will complete the conversions if the installer(s) is different from the holder of the certificate. The application for heavy-duty engines is similar, but is currently under review as a result of an effort to reduce the level of reporting. Contact the EPA Office of Mobile Sources, Engine Compliance Programs, listed in Appendix J, and ask for the U.S. EPA Large Engine and Evaporative Certification Guidance document. EPA Review and Issuance of a Certificate of Conformity Upon receiving an application, the EPA begins its review process. If the review is positive, a Certificate of Conformity is issued. If all the required information is submitted with the application, the turnaround time for issuing the certificate is relatively short. However, for a light-duty vehicle or truck, the EPA may request a test vehicle for verification purposes. If the EPA does not request one, the turnaround time is approximately one month. If the EPA does request an emissions test vehicle, and it is made available to the EPA as soon as it is requested, the turnaround time will be approximately two additional weeks from the time the test vehicle arrives at the EPA test facility. This vehicle must already be prepped and have the required minimum mileage (minimum of 2,000 miles) on the alternative fuel system and on the stabilized emissions control system.

18 Emission Certification Procedures 13 EPA Table 3 Index to Locating Emissions Standards in Title 40, Part 86 of the Code of Federal Regulations (CFR) & Later & Later & Later & Later & Later & Later & Later & Later & Later Light-Duty Vehicle Light-Duty Truck Heavy-Duty Otto-Cycle Engine Heavy-Duty Diesel Engine Table 4 Index to Locating Clean-Fuel Vehicle Emissions Standards in Title 40, Part 88 of the Code of Federal Regulations (CFR) 1994 & Later 1993 & Later 1998 & Later (LEV a,ulev b, (ILEV c ) (ILEV c ) & ILEV c ) Light-Duty Vehicle Light-Duty Truck Heavy-Duty Otto-Cycle Engine Heavy-Duty Diesel Engine a Low-Emission Vehicle b Ultra Low-Emission Vehicle c Inherently Low- Emission Vehicle Fees The EPA charges a fee for each engine family certification request; Table 2 contains examples of these fees. Small volume manufacturers must either pay the predetermined fee or apply for a partial waiver. The waiver must be requested prior to payment of any fee because it provides only an alternative method of fee calculation. For aftermarket conversions, the alternative fee is based on 1% of the total value of all vehicles to be converted. This includes both the value of the vehicle and the value of the conversion kit. Vehicle value is determined using the National Automobile Dealer s Association (NADA) price guide or other evidence of the actual market value if the vehicle is not included in the NADA price guide. A request for the waiver should be submitted at the same time as the request for small volume manufacturer status. Applications that do not result in a certification are eligible for a partial refund. Emissions Certification Standards Emissions standards are found in various sections of the CFR. Tables 3 and 4 summarize the locations by model year and vehicle or engine type. In addition, Appendix D summarizes the exhaust emissions standards. Vehicles or engines that are converted to dual-fuel operation must be tested on and meet the emissions standards for both fuels. The standards are fuel-specific. Exhaust emissions standards for LPG

19 EPA 14 Emission Certification Procedures Example of Applying Standards and Test Procedures for CFV Dual-Fuel Aftermarket Conversions Suppose a manufacturer requests a 1998 model year certification for a light-duty truck that it has converted to a CNG/gasoline dual-fuel vehicle, and wishes to certify to the LEV standard. Before the conversion, the original model year of the truck was 1996, and it was originally certified on gasoline. To certify it as a dual-fuel vehicle for the 1998 model year, the manufacturer must perform emissions tests on CNG using the 1998 emissions test procedures for CNG, apply the DFs, and compare the results to the LEV certification standards. In addition, the vehicle must be tested on gasoline after conversion using the 1996 test procedures, the 1996 gasoline standards and the CFV NMOG and formaldehyde standards for gasoline. Testing on gasoline must include all of the 1996 test procedures cold temperature carbon monoxide (CO), certification short test, evaporative, and spitback. Manufacturers do not need to comply with the new OBD requirements if they can provide a written technical justification. OBD requirements are explained on page 22 of this guide. Emissions test on an aftermarket conversion being performed on the Colorado Department of Health and Environment s chassis dynamometer Warren Gretz, NREL/PIX vehicles are identical to those for gasoline vehicles. The standards for CNG vehicles are also identical to the gasoline standards, except for hydrocarbons. The certification standards for hydrocarbon emissions from CNG vehicles are specified in terms of non-methane hydrocarbons instead of total hydrocarbons. CFV standards include a non-methane organic gas (NMOG) standard. Manufacturers who are certifying a vehicle to tier 1 standards (see sidebar on page 17) must meet the tier 1 standards that were in place for the model year in which the vehicle was originally certified. This applies to dedicated and dual-fuel vehicles. Dual-fuel vehicles must be tested on and meet the applicable standards for both fuels. Manufacturers certifying to the CFV standards must meet the standard that applies to the alternative fuel for the model year for which certification is being requested. In other words, a 1996 model year vehicle converted and being certified to CFV standards in 1998 must meet the 1998 emissions standards. Dual-fuel vehicles being certified to meet CFV standards must also satisfy a NMOG and formaldehyde standard on the conventional fuel. They must also comply with the other conventional fuel standards that were in effect when the vehicle received its original certification. Dual-fuel vehicles cannot be certified to the ILEV standard. The sidebar on this page gives an example of applying emissions standards for CFVs. EPA s emissions certification standards vary with vehicle type and weight. For example, there are specific standards for light-duty vehicles and trucks, which can weigh up to 8,500 pounds gross vehicle weight rating (GVWR). Such vehicles are tested using a chassis dynamometer following the applicable light-duty test

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